Stribling, Grady, CWO3

Best Friends
MKC Brown
MK1 Scott Evans
MK2 Dave Forslund
QM1 Jones
MK1 Harry Toler

Best Moment
In May of 1975, I received notification that my service wide exam score for CPO placed me no.2 on the exam list and my standing on the eligibility list for advancement was no.1

The Commandant made my appointment date to Chief Petty Officer August 01, 1975

Worst Moment
When I read the Coast Guard Cutter Red Cedar (WLM 688) was decommissioned: March 16, 1999.

The Red Cedar was my first Black Hull Coast Guard Cutter. I have provided a copy of the Change of Command Program that provides a picture of the vessel, specifications, and ship's compliment of personnel. I invite you to read the entire Program to better understand Her assigned duties as a Buoy Tender. In most cases, Buoy Tenders and other aids-to-navigation vessels don't receive the same recognition as the Coast Guards sleek white Cutters used for drug interdiction and law enforcement. Think about our navigable rivers , inter-coastal waterways, and coastal waterways in comparison to our roads and highways in our country. The Coast Guards job to keep our navigable waterways safe for private and commercial use is an awesome responsibility. When I reported aboard Red Cedar, she was the fourth buoy tender in her class to be commissioned and had been in operation for four years. The 157 foot buoy tender was built on the same lines as the Coast Guards 180 Foot Buoy Tender, the largest and most powerful buoy tender in the fleet. The limitations of Red Cedar (157 Ft) were due to her high superstructure, low draft and flat bottom. This made her ideal for working buoys in bays, rivers , coastal areas but not a vessel to perform deep water search and rescue missions off shore.

Chain of Command
Commanding Officer: LT Warren Hoyt USCG
Change -of Command: LT Alvin Johnson USCG
Executive Officer: LTJG Farnsworth USCG
First Lieutenant:
Engineering Office:r : CWO James Moore USCG

Other Memories
I was the only Electricians Mate assigned to the Red Cedar and filled the requirement of First Class Petty Officer. The engineering design of Red Cedar was rather sophisticated with two Caterpillar Diesel Main Engines, each turning a variable pitch propeller shaft. On the forward end of the starboard main engine was the power- take- off for clutching in the hydraulic pump which operated the boom for picking up buoys, chain, and anchors. The port main engine also had a clutch to engage the hydraulic pump for operating the vessel's bow thruster. Her electrical power distribution plant consisted of two 100 KW Delco Generator Sets.
My first and most important job I had to tackle was the sluggish operation of the main hydraulic boom and bow thruster. I began reading the tech. manuals and followed the set -up instructions for adjusting the controls in the hydraulic control panel. This corrected the problems they had been experiencing for some time and made me feel confident in my ability to do my job while assigned to Red Cedar. One of the most memorial events I experienced was during during my in-port watch standing duties. First class petty officers that qualified stood Officer-of the Day (OOD ) while in port. As In-port OOD, I had to follow "Standing Orders" with the responsibility to act on the behalf of the Commanding Officer during his absence and to keep him informed accordingly. One week end I was OOD and when Monday morning came, I had the Engineer of the Watch (EWO) light off the main propulsion diesel engines and have them warmed up along with the electrical power generator sets warmed up and electrical power shifted from shore power to ships power. I had all lines singled-up and Red Cedar ready for getting underway when Capt. Johnson arrived. As the Captain entered the pilot house(bridge), I began to tell him Red Cedar was was ready for getting underway, however he cut me off and said ," Petty Officer Stribling has the Con, Take us out Strib." "Yes Sir", I replied. As the command to bring i n all lines was given, I backed her out of the slip, I swung her bow around using the bow thruster, at the same time, applying forward power to both shafts. What a thrill it was for me, a member of the Engineering Department to be given this privilege.
The "A Gang" or Deck Department had one of the hardest if not hardest job in the Coast Guard. The work accomplished to bring buoys, chain and anchors aboard a buoy tenders deck to perform maintenance and repair is not only hard work but highly dangerous. The Chief Boatswains Mate is the person normally on the buoy deck that orchestrates all work that is done with each person knowing his or her job. In Addition, the First Lieutenant is the designated the Safety Officer and over-watches all buoy deck operations.
In order to complete the work assigned for buoys, we had to work to a Schedule. This meant getting underway on Monday and returning home Friday evening or Saturday. When unscheduled work had to be done such as replacing a buoy blown off station, we had to make up the time. Consequently, our time at home was usually limited to one or two days a week not counting our in port duty watches.
Before I end my text of my tour of duty on the Red Cedar there were some humorous times or moments worth mentioning: Red Cedar's previous CO, Lt. Warren Hoyt was transferred to the Fifth Coast Guard District in charge of Recruiting. Our present CO. Lt. Alvin Johnson had a standing bet with Lt. Hoyt as follows:" The only buoy we had to go off shore for any distance was the entrance buoy to Nags Head, North Carolina. The only other route was the Inter-coastal Waterway which had never been tried because the shifting and shoaling entrance to the the ICW maybe too shallow for Red Cedar to navigate. Never the less, Lt. Johnson, a native to the Chesapeake Bay waters took Lt. Hoyt's bet and we proceeded down the ICW. As we approached within site of Nags Nead entrance buoy we began to touch bottom. Lt. Jophnson tried several attempts to find enough water to make it to the channel or reverse course to stay in deep en ough water to keep us afloat. However, by this time the tide was going out and the wind was helping it. So we came to rest on the sandy bottom of the ICW as we waited for the tied to come back in.The wind continued to blow in the same direction except this time it was blowing against the incoming tied which kept the Red Cedar from refloating. After two days, we finally refloated and retuirned to Porstmouth at which time the Admiral had a message for Lt. Johnson to report to his offikce. Lt. Johnson's visit with the Admiral might not have been humorous but the rest of us admired the CO for trying and have the utmost respect for his ability as a ship handler and Skipper of the Red Cedar.